Carburetor



J. J. BAUMC-SARTNER- CARBURETOR Filed Oct. 29, 1956 March 25, 1958 v IN VEN TOR.

CARBURETOR John J. Baumgartner, Chicago, Ill. Application October 29, 1956, Serial No. 618,860

3 Claims. Cl. 123-119 .This invention relates to carburetors for internal combustion engines.

1 In studying the prior art, I have come to the conclusion that carburetors have not been improved in basic principle since the earliest designs. It is true, of course, that thesize and complication of carburetors haveincreased. However',it remains that all manufacturers make a very intricate and expensive carburetor that still draws cold air and cold gasoline through the same piece of equipinent and thus deliberately refrigerate the gasoline all the way through the intake manifold and then depend on the hot cylinder and manifold to do the vaporizing job at the last minute in a fraction of a second. This is a considerable disadvantagewhich exists in all conventional carburetors.

It is accordingly a principal object of the present invention to provide a carburetor which overcomes the above disadvantage and provides the highest vaporization in measured quantities. g

It is another object of the present invention to provide a carburetor'of the above type wherein the gasoline for vaporization is heated and the air to the engine is cooled for higher compression, and the mixing of the two is avoided except. directly at the cylinder.

For other objects and for a better understanding of the invention, reference may be had to the following detailed description taken in connection with the accornpanying drawing, in which:

Figure l is a top plan view of a preferred embodiment of the present invention shown in operative use on a V-8 engine;

Fig. 2 is a vertical sectional view taken along the line 2--2 of Fig. 1; and

Fig. 3 is a vertical sectional view taken along the line 3-3 of Fig. 1.

Referring now more in detail to the drawing, 10 indicates generally a V-8 internal combustion engine including the cylinder blocks 11, the cylinders 12 and the exhaust manifold 13, substantially as illustrated.

in the practice of my invention, an improved carburetor device is provided and includes a pair of tubular X-shaped gasoline vapor lines 14 connected to the eight cylinders at the point nearest the intake valves thereof, as shown in Fig. l. The gas vapor lines 14 are of onequarter inch or less in internal diameter, and it will be noted that the distance from the central portions thereof to each of the cylinders is equidistant in all cases.

A hollow cylindrical vertical gasoline mixing chamber 15, closed at the bottom and sealed at the top with a removable cover is positioned centrally of the engine and intermediate the X-shaped gasoline vapor lines 14 and is connected interiorly at the lower end thereof to the central portions of each of the gasoline vapor lines 14 by the gasoline vapor lines 16, which latter are aligned longitudinally with each other and enter the bottom of the mixing chamber 15 on opposite sides. The gasoline States Patent ice vapor lines 16 are of equal length and are of threeeighths of an inch or less interior diameter.

The upper end of the mixing chamber 15 is provided with a flange 17 and mounting openings 18 for mounting the top cover and exhaust line 31. The mixing chamber 15 is also provided with a butterfly valve 19.

An air intake manifold 20 shown in phantom (Figs.

l and 3) having a flange 21 for mounting an air cleaner and silencer, not shown, contains therein the usual throttle butterfly valve and automatic choke.

An L-shaped gasoline line 22 is provided in the lower end of the mixing chamber 15, the horizontal portion extending outwardly through the mixing chamber where it is connected to a gasoline feed bowl or float chamber indicated generally at 23 which is connected to the fuel pump by means of the inlet 24. The gasoline feed bowl 23 includes the top vent 25. A hot water jacket 26 surrounds the feed bowl 23 and includes an inlet 27 connected to the engine block 11 by the line 28.

A high speed gasoline jet 29 is mounted on the upper end of the gasoline line 22.

A pair of exhaust lines 30 arranged in the shape of a V connect with the branches of the exhaust manifold ing chamber 15. The exhaust lines are three-eighths of an inch or less in interior diameter while the main exhaust line 31 is one-half inch or less in interior diameter.

32 indicates generally a regulator for the high speed jet 29, being connected to the line 22 by the tube 33 (Fig. 2). The regulator is controlled by vacuum to meter the gasoline to the mixing chamber 15 and is connected to the line 16 by the tube or line 34.

A ball valve 35 located within the line 22 below the jet 29 will prevent the chance of backfire.

It should be apparent that my new carburetor provides complete separation of the gasoline vapor from air going to the cylinders except directly at or as near as possible to the intake valves. -The cold air enters the engine through theconventionalmanifold 20 through the air cleaner and silencer, not shown, with the conventional carburetor discarded.

The throttle valve and automatic choke also are positioned in the conventional manifold opening (which can be extended either direction to provide sufiicient clearance for gas vaporizor or mixing chamber 15).

One gas vapor chamber will be provided for each engine except for very large engines.

The gas vapor chamber 15 will be fed from the central gasoline supply bowl 23 through the adjustable jet 29. The jet 29 is connected to a vacuum operated metering device 32 to vary the amount of gas needed at various throttle openings.

The gasoline will be vaporized by drawing preferably hot exhaust air from the exhaust manifold 13 through the one-quarter inch to three-eighths of an inch copper lines 30, 31 to the vaporizing chamber 15, whose interior diameter should be about three-quarters of an inch and length about three inches, and from there directly to the nearest point to the intake valve of the cylinders through a three-sixteenth to one-quarter copper line 16, 14. The actual size of the lines will be calibrated by the balance between the vacuum and the supply in the lines.

The gasoline vaporizing chamber location must be ac cessible, and it is preferred that it be above the present intake manifold. The length of the gasoline vapor feed lines to the cylinders will be of equal length so as to as sure an equal feed to all cylinders. Variations could effect a several horsepower difference as exists at present with some cylinders having a much shorter pull from the carburetor.

The hot exhaust air from the manifold 13 will enter the gasoline vaporizing chamber 15 from top or bottom, determined by efficiency; The accelerating pump will operate on the gas vaporizing chamber in such a manner as to be deemed most efiicient.

It will honored that simple and direct air intake manifolds are all that are required on engines equipped with the present invention. Fancy manifolds designed to mix the air and gasoline will not be necessary with an attendant economy.

Either exhaust or superheated air will work but the exhaust heat is readily available and no expensively designed heating chamber is therefore necessary. In any event, there is always a carryover of exhaust on either cylinder after firing and by using exhaust vaporization the saving in eificiency will far outweigh the disadvantages.

It must be distinctly understood that my gas vaporizing chamber or carburetor has no connections with cold air entering the cylinders and is entirely separate and distinct therefrom. It is the only carburetor that maintains a complete and separate function of gas vapor and cold air. There is no contact of either one at any time.

Any other shape of tubes or lines other than round increases the manufacturing cost and in either case it is the prerogative of the manufacturer to determineif they will be egg-shaped or otherwise. 1

It will be noted in Fig. 2 that the vaporizing tube or carburetor 15 has only one butterfly valve 19. This is necessary because there is no automatic choke of any kind on the vaporizing tube or carburetor. The vaporizing tube is a closed circuit, the exhaust enters the vaporizing tube 15 from the top, goes past and picks up gasoline vapor from the gasoline. jet 29, goes on out the bottom of the vaporizing tube 15 under vacuum through the gas vapor lines 14 directly to the point nearest the intake valves of the. engine. One butterfly valve is all that is necessary to regulate this flow of gasoline vapor. The vaporizing tube 15 should have an inside dimension of approximately three-quarters of an inch. The length should not be over three inches and could be less.

It will also be noted that the cold fresh air going to the engine enters through the conventional manifold 20 v 4 with the conventional carburetor discarded. One throttle valve (connected to throttle valve in the vaporizing tube 15) and one automatic choke is positioned in the conventional manifold opening which 'is extended by pipe or tube so as to be out of the way of the vaporizing line 15. The air cleaner and silencer is fastened to the opening in the conventional manifold opening only.

While various changes may be made in the detail construction, it shall be understood that such changes shall be within the spirit and scope of the present invention as defined by the appended claims.

What I claim as new and desire to protect by Letters Patent of the United States is:

1. A carburetor for internal combustion engines comprising a gasoline vapor mixing chamber closed at the bottom and closed at the top, a high speed gasoline jet mounted near thelower end of said mixing chamber and having an inlet extending outwardly through said mixing chamber, a gasoline feed bowl connected to said inlet adjacent said mixing chamber, means for supplying gasoline to said feed bowl, a hot water jacket surrounding said feed bowl and. having an inlet connected to the cooling system of the engine block, a pair of substantially X'shaped gasoline vapor intake manifolds having their central portions equidistant from the end portions thereof, the end portions of said intake manifolds'being connected to the cylinders near the intake valves thereof, a pair of longitudinally aligned vapor lines connecting the central portions of said intake manifolds With said mixing chamber on opposite sides thereof, said vapor lines beingof equal length and a substantially Y-shaped exhaust line having the central portion thereof connected to said mixing chamber and the free ends thereof to the exhaust manifold of the engine.

2. A carburetor according to claim 1, including a vacuum controlled regulator connected to said high speed jet, said regulator being connected to the intake manifold.

3. A carburetor according to claim 2, including a but terfly valve in said mixing chamber above said jet.

References Cited in the file of this patent UNITED STATES PATENTS 1,714,156 Broncato a May 21, 1929 

